Change speed gearing



Feb. 16, 1943. w. H. DE LANCE'Y CHANGE SPEED GEARING 6 Sheets-Sheet l Filed Dec. 8, 1941 INVENTOR M/v/Pf/v//MM/cfy ATTOR EYS Feb. 16, 1943. w. H. DE LANCEY CHANGE SPEED GERING Filed Dec. 8, 1941 6 Sheets-Sheet 2 INVENTOR 14442925 .D11 ,4A/cfr Y. ATTO EYS 6 Sheets-Sheet 3 l INVENTOR N n. i l Em. Q. N

l Y MRRf/v/fM/wfr BY adje@ ATTO EYS W. H. DE LANCEY CHANGE SPEED GEAEING Filed Dec. 18, '1941.

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W. H. DE LANCEY CHANGE SPEED GEARING Filed Dec. 8, 1941 6 Sheets-Sheet 4 INVENTOR Mm/Pf/v/fM/vcfr BY ATTOR EYS W. H. DE LANCEY CHANGE SPEED GEARING Feb. 16, 1943.

6 Sheets-Sheet 5 Filed Dec. 8, 1941 x 16, 1943. W, DE LANCEY 2,311,031

CHANGE SPEED GEARING Filed Deo. 8, `1941 A 6 SheetS-Sheerl 6 Patented Feb. 16, 1943l OFFICE CHANGE SPEED GEARING Warren H. De Lancey, Springeld, Mass., assignor to Gilbert & Barker Manufacturing C West Springfield, Mass., a corporation of Massachusetts Application December 8, 1941, Serial No. 422,031

(Cl. 'Z4- 283) \13 Claims.

This invention relates particularly to a gasoline dispensing pump. Of course it is adapted to dispense other liquids. However, its main purpose is to dispense gasoline or liquid sold at automobile filling stations. In operation it pumps the liquid, measures the quantity, and computes the cost, all in one automatic operation as a machine.

Prior art gasoline pumps are available and are commercially used to perform these broad functions. They can be worked by hand power but are usually power-driven. Many of such prior art pumps are patented. For example, the Jauch et al. Patent No. 1,888,533 discloses one. The Slye Patent No.' 2,111,996 is another one specic to the cost computing mechanism. The Mayo Patent No. 2,212,241 is another one specific to particular structure and the way of setting the computing mechanism at any desired one of a variety of prices and posting the price for the public to see at what current price the mechanism is set. There are other patents also, but the ones mentioned are enough to indicate the prior patented art. Todays commercial practice at most lling stations is being carried on under the licensed monopoly of these prior patents.

According to one purpose of my invention, I provide new structure, as herein disclosed, to pump the liquid, measure the quantity, and compute the cost at the price posted for public view at the pump. `This new structure diiers from the prior art. One difference is in the structural means by which said results are accomplished. Such means do not embody the inventions of the prior patents. Another difference is in the useful way my new structure is arranged and operates as compared to the prior art. By this I mean that my invention is conceived and disclosed, not as a technical improvement subject to the subsisting patents of others, but as an independent way of making and operating a gasoline dispensing and computing pump.

According to another purpose and as will be clear from my disclosure, the present invention is adapted to practical use with a self-measuring pump in association with the other desirable elements of dispensing apparatus arranged to operate together without the need of a liquid meter per se for accurately delivering measured quantities of the dispensed liquid. And I disclose-the invention particularly arranged for this use.

The invention will best be understood from the disclosure of the accompanying drawings and description.

In the drawings,

Fig. 1 is a front elevational view, with parts broken away to reveal interior construction, of a computing-type gasoline dispensing pump in which the invention is embodied;

Fig. 2 is a fragmentary sectional elevational view taken on the line 2-2 oi Fig. 1 and showing the registering mechanism;

Fig. 3 is a fragmentary sectional plan view taken on the line 3-3 of Fig. 1, showing how the door of the pump casing opens to enable access to the setting means for the speed-variating mechanism;

Fig. 4 is a sectional plan view taken on the line 4 4 of Fig. 2, showing the speed variating mechanism and the means for setting the same;

Fig. 5 is a sectional elevational view taken on the line 5--5 of Fig. 4;

Figs. 6 and 7 are cross-sectional views taken on the lines 6--6 and 1-1, respectively, of Fig. 5;

Fig. 8 is an enlarged sectional plan view taken on the line 8 8 of Fig. 5 and showing the speed variator; and

Fig. 9 is an enlarged view taken on. the line 9--9 of Fig. '7 showing the differentials and other gearing interposed between the speed variator and the driving shaft for the cost number wheels of the register.

Referring now to the drawings, the invention has been illustrated in connection with a selfmeasuring type of gasoline pump. Such pumps are old and well known in the art and are characterized in that a predetermined degree of actuation results in the delivery of a unit quantity of liquid, provided of course that the pump and its suction and dispensing line are fully primed.

Referring to the drawings, Fig. 1, there is indicated the base 29, the frame 28, the side panels 3|, one of the oppositely arranged doors 32 and the top 30 of a pump pedestal or casing. The windows 34 have a flow indicator device at the top, and the indicators to be further described show through the window as represented. The dispensing hose and nozzle are shown in the customary way. It is customary to start the motor after the nozzle is removed from its hook. And it is customary to require a stopping of the motor before the nozzle can again rest idly on the hook. I have not shown the means to do this.

The apparatus in the casing is connected by a pipe union 20' to suction pipe 20 coming up from the liquid storage tank. Parts I9 and I1 indicate accessories for the pump I5. I plan for my commercial dispensing apparatus to use a form by my copending application Serial )tiene 347,238, led July 24, 1940. do not wml); t@ Y burden the description herein with. all its de= tails. But Ti will mention enough to indicate its general character.

The pump i@ per se is a self-measuring pump. If it is primed by being lled with liquid, aubstantiaily free of air, the amount of the pumps mechanical movement is an accurate indication of' the volume of liquid which is delivered at its outlet. It is a piston pump. The movement of the pump drives a shaft 2li. This, by a universal joint 25, drives shaft 28'; The latter drives the mechanism at the top o the casing.

The pump accessories indicated are chamber IS, the casing l1 connected with the chamber at the top and containing a hydraulic clutch and priming pump not shown. One part of the clutch is driven by motor i6. If suicient liquid is in casing I1, the hydraulic clutch operates to drive the pump i5 whenever the motor is driven. To get suihcient liquid in casing I1 a priming pump in the casing operates from the driving shaft of the clutch. Thus, on starting the motor, if casing I1 is not supplied with liquid, its clutch will not engage and operate pump i5. But the priming pump will operate to fill the casing and, after that is done, the pump l5 will operate. The priming pump, as usual with such a device, operates to vent the air and draw liquid. The liquid is drawn merely to prime casing I1. Thus, the action puts a hydraulic head above chamber I8. The pump inlet is connected by pipe I8 to the bottom of chamber i9. It is understood that the latter will be primed whenever and a little before casing i1 is primed, and the pump i5 cannot operate at all to draw liquid until i1 is primed to cause its hydraulic clutch to engage for pump driving operation. All these pump details are more fully disclosed and shown in my said copending application except the parts as indicated herein have some diierences of relative position to better fit the pedestal frame. While the self-measuring pump referred to is preferred, other specific types may be suitably arranged for my purpose. The important feature of arrangement is this: Where the mechanism at the top of the casing is driven by the movement of a self-measuring pump, a piston pump being one type, it is important to have the pump primed with liquid. lf for any reason such pump is not primed but is nevertheless operated, it will not then operate as a selfmeasuring pump for liquid.

I am not the first to arrange a self-measuring pump with a separate priming pump to insure its correct operation in liquid dispensing appa ratus. Such an arrangement generally is seen in the Lanser prior Patent 1,528,253 of 1925. In my arrangement the same general plan of using the dispensing pump element per se as a feasible self-measuring pump isfollowed in my powerdriven dispensing apparatus. In this way my self-measuring dispensing pump element will not pump air or gas. So, only liquid is measured.

The pump i5 of Fig. 1 forces liquid out through a discharge line, including the pipe 2|, connected through to the now indicator 2|', the dispensing hose 22, and a valved hose nozzle 23, all in the usual and well known way so far as the discharge line is concerned, except that the discharge line contains no liquid meter element as customarily used. The pump drives the shaft 24 which, by

universal joints 2t and a shaft 26, drives the shaft 21 of a registering mechanism of any suitable form. In this particular case, the pump, in dispensing one gallon, will turn shafts 24, 26, and 21 eight revolutions.

No meter is involved in the" dispensing apparatus above described. @ne reason E elect to use the self-measuring pump without the meter is to put my apparatus and its invention outside the combination of structure pointed out rather broadly in the prior and litigated Jauch patent mentioned above. I desire my apparatus as a whole to be independent of prior patents.

'Ihe motor, pump, and associated elements are suitably supported, as seen in Fig. 1, by a frame, including four angle irons 2B, upstanding from a base 2S and capped by a dome 30. The space between the base and dome is enclosed by a casing comprising two end panels 3i and front and rear panels 32 and 33, respectively. The front and rear panels have windows 34, through which the indications of the registering mechanism are seen. The front panel 32 is connected to one angle iron 28 by hinges 35 (Fig. 3) so that it may readily be swung open to gain access to the means for setting the speed variating mechanism, as will later be described.

The registering mechanism (Fig. 2) usually includes front and rear sets of number wheels Il and 36 to indicate cost, and front and rear number wheels 31 and 31 to indicate quantity of the liquid dispensed. Such mechanism is mounted in a box-like casing C located near the top of the pump casing, as shown in Fig. 1. Cacing C (Fig. 2) is secured by bolts b to a support i, which in turn is fixed to the angle iron frame 28, above described. This casing includes a base 38 and, fixed thereto, a pair of upstanding sides 39 and a top 40 fixed to the sides. Dial plates 4| and iii' are secured, as indicated, to form the front and rear panels of the casing C. Below the lower sets of number wheels 31 and 31 are front and rear sets of number wheels @2 and 42 which show the price per unit quantity. The dial plates 4I and 4i have suitable openings 43 and 43', respectively, through which the indications of the cost number wheels, the quantity number wheels, and the unit price indicator wheels are visible.

As shown in Fig. 2, the front and rear number wheels 3l' and 31' are interconnected by a train of gears f'l. The middle gear of the train is carried by a shaft 35, driven by gearing 46 from the vertical shaft 21, which extends through the base d@ and is connected, as above described, to be driven from the mechanical operation of the selfmeasuring pump. The driving ratio between shafts 2l and i5 is 8 to 1. The front and rear number wheels 36 and 36' are similarly interconnected by a train of gears 41 and the middle one is carried by a shaft 48 which is driven by spiral gears 49 from a shaft 50 at a one to one ratio. The shaft 50 is mounted in a bearing member 5| supported as indicated from one of the side plates 39. Shaft 50 is connected by bevel gears 52 to a horizontal shaft 53. Shaft 21 is the driving shaft and shaft 53 the driven shaft of the speed changing transmission mechanism to be described.

This speed variating mechanism or speed changing transmission gearing is located in its entirety within the casing C. The speed variator is made small enough to be readily mounted on the base 38 in the space marked s between the front and rear indicator wheels 42 and 42 which, as will appear, serve as a means for indicating in terms of money what speed ratio is established at-any time by the setting mechanism of the speed changing transmission.

Referring first to Figs. 4 and 5, the speed variator includes a set of coaxially arranged gears 55, all of the same size,-that is, having the same pitch diameter. The set will usually include nine such gears, as shown, and each is driven at a different speed. The varlator also includes a plurality (three as shown in Fig. 6) of pinions 56 which are each selectively engageable with any of said gears. Since the gears are all of the same diameter, the pinions may be shifted from one gear to another in a straight line path. To

. this end. each pinion is slidably but non-rotatably engagea` with a splned shaft 51. Each such shaft is mounted near each end in bearings which are fixed in two parallel upstanding webs 58 formed on the above described base 38. To facilitate shifting of the pinions from one gear to another, the gears 55 are mounted to move bodily as one unit in a substantially radial direction. Referring now to Fig. 8, which is drawn to double scale, all these gears are mounted for independent rotation on a single shaft 59. This shaft is supported at its ends in two side plates 60 of a rocking frame. The pivot for this frame is a shaft 6i, which is mounted near its ends in bear-y ings 62, fixed one to each of said webs 58. Shaft pinion Il; the sixth pinion 69 drives the gear 91 fixed to the seventh gear and so forth up to the ninth gear 55. 'I'he arrangement is such that the second gear Il moves at twice the speed of the first gear 55; the third gear 55 moves at three times the speed of the first gear 55; the fourth gear 55 moves at four times the speed of the first gear 55; .and so forth up to the ninth gear 55, which' moves at nine times the speed of the first gear 55. Assuming for example that the speed of the shaft 6l is five revolutions per gallon, the speeds of the gears 55 are, counting from left to right in Fig. 8, 5/3, 1, 11/3, 1%, 2, 2%, 2%, and 3 revolutions per gallon.

Each of the shiftable pinions 56 is in this case of the same pitch' diameter as the pinions 68- that is, one-third the pitch diameter of gears 55. Hence, each shiftable pinion 56, when engaged respectively Withthe first, second, third, fourth, fifth, sixth, seventh, eighth', and ninth gears 55, will turn at the speeds of one, two, three, four, five, six, seven, eight, and nine revolutions per gallon. To hold any shiftable pinion 56 against rotation, when required, gear segments 10 are provided, one on each side plate 60, with either of which any pinion 56 may be engaged when desired (see Figs. 4, 5, and 6).

As one concrete example, the following table gives the sizes of gears and pinions which will 6I (Figs. 4 and 5) is driven by bevel gears 63 80 effect the results above described:

v Pitch diameter in inches No. 1 No. 2 No. 3 No. 4 No. 5 No. 6 No. 7 No. 8 No. 9

Pinions 69 .s .6666s .61562 .58832 .5717 .56o .55172 .545e Gears 67 1. 2 1. 33a 1.3842 1. 4112 1.428 1.44 1.44228 1.4544

from the driving shaft 21. The frame also includes an end plate 64 for tying together the side plates at one end and a, counterweight 65 which serves to tie these side plates together at the other end. A spring 66 acts to move the frame so as to lift the gears 55 into mesh with the pinions 56. This arrangement will be clear from Fig. 6.

The gears 55 are driven at different speeds from the driving shaft 21 as set forth below. Re-

ferring to Fig. 8, each gear except the first one of the series (the one at. the extreme left of Fig. 8) has fixed thereto (as by the integral connection shown) a smaller gear 61. Each gear 55 and its integral gear 61 is free to turn on shaft 59. The pivot shaft 6| carries a set of eight pinions 66, each of the same pitch diameter, which in this case is one-third the pitch diameter of gears 55. These pinions 68 mesh one with each of the gears 55 except the ninth one of the set-the ninth one being at the right-hand end seen in Fig. 8. Each pinion 68 has attached thereto, as

` by the integral connection shown, a larger pinion 69. These pinions 69 mesh one with each of the gears 61. Each pinion 68 and its attached pinion 69 are free to turn on shaft 6I, except for the fifth pinion of the set, which is fixed to shaft 6l by the key 16 shown. Thus, the fifth pinion 68 directly drives the fifth gear 55; the gear 61 of the iifth gear 55 drives the fourth pinion 69; and the pinion 68 attached to the latter drives the fourth gear 55; the gear 61 on the fourth gear 55 drives the third pinion 69; and the pinion 68 on the latter drives the third gear 55; and so on down to the first gear 55 of the set. The fifth pinion 69 drives the gear 61 which is attached to the sixth gear 55 and the latter drives the sixth Pinions 68-all .5 inch pitch diameter The teeth of the gears and pinions of the speed variating mechanism are preferably formed with a relatively high pressure angle (substantially 30 degrees, for example) to give them a contour that will enable them, and particularly of course the gears 55 and pinions 68, to easily go into mesh.

The movements of the three shafts 51 are transmitted through two differentials to the driven shaft 53. The uppermost and lowermost shafts 51 in Figs. 4 and 9 will be called the inner and outer shafts, respectively, and the other shaft 51 will b e called the intermediate. The full movement of the inner shaft 51 is' transmitted to shaft 53. However, only one-tenth of the movement of the intermediate shaft 51 is transmitted to the driven shaft and only one one-hundredth of the movement of the outer shaft 51 is transmitted to such shaft. That is, the effect of these shafts on the driven shaft is as follows: One revolution of the inner shaft 51 will produce one revolution of the driven shaft 53; one revolution` of the intermediate shaft 51 will move the driven shaft 36 degrees; and one revolution of the outer shaft 51 will move the driven shaft 3.6 degrees. Thus, since each shaft 51 is capable of being driven at nine different speeds and also of being held stationary, the arrangement provides 999 possible speed changes in the transmission between the driving and driven shafts.

The differential gearing is best shown in Fig. 9. The outer shaft 51 has fixed thereto the sun gear 1I of the first differential. The planet gears 12 are rotatably mounted on an arm i3 which in turn is rotatably' mounted on the outer shaft. Arm l5 has .fixed thereto a pinion l@ which is driven by a gear l5, fixed on the intermediate shaft, at twice the speed of such shaft. in in= ternal gear "i5, havingfour times the number of' teeth as the sun gear il, is mounted to turn freely on the outer shaft 5? and is in mesh with the planet gears l2. fixed thereto a bevel pinion li which drives a bevel gear 'i0 at one-fifth its speed. Bevel gear i8 is mounted to turn freely on the driven shaft 5B and has fixed thereto the sun gear i@ o a second differential. An internal gear 00, having four times the number of teeth as the sun gear "i9, is rotatably mounted on the driven shaft 53. Planet gears I mesh with the sun gear i9 and the internal gear B0. These planet gears 8l are rotatably mounted on an arm 52 which is xed to the driven shaft 53. The internal gear 80 has fixed thereto a bevel gear 83 which is driven by a bevel gear 85 fixed on the inner shaft 5l. The ratio between the gears 8S and 83 is 5 to 4.

The following table, taken from a standard handbook on the subject of differentials, will enable one to determine the amount of turning movement imparted to the driven shaft 53 by the several shafts l.

In this table, A designates the arm, such as 'i3 or d2, which carries the planet gears, such as i12 or 5i; S 'the size of the sun gear, such as li or i9, and R the size of the internai gear, such as 'l5 or 80. In this case, the ratio between the number of teeth on each sun gear and its internal gear is l to l so that S may be considered as l and R as l for both differentials.

To determine the driving ratio between the outer shaft 5l and the driven shaft 53, assume that the intermediate and inner shafts 5l? are held stationary. The arm 'i3 will thus be stan tionary; the sun gear 'H will be driving and the internal gear 'i6 will be driven. The first line of the above table indicates the conditions which apply and the speed of the internal gear i6 will be S/R or 1/4. Thus, one revolution of outer shaft 51 will produce a ninety-degree movement of gear 16. This movement is reduced by one-fifth or t 18 degrees, by the bevel gears Vi and la. In the second differential, the sun gear i9 will be drive ing, the arm 82 will be driven and the internal gear 80 will be stationary. The third line of the above table shows the conditions which apply and the movement of arm 32 will be or 1/5. Thus, the described 18 movement of the sun gear will be reduced by one-fifth or down to 3.6 degrees when transmitted to arm 82 and shaft 53. The driving ratio between outer shaft 51 and shaft 53 is thus 100 to 1.

The internal gear 36 hasA aainosi To determine the driving ratio between the intermediate shaft 5l and the driven shaft 53, assume that the outer and inner shafts'il are held stationary. The gears E5 and 'it are in 2 to 1 ratio so that one revolution of the intermediate shaft El produces '220 degrees movement of the arm iii. The arm it is driving, the sun gear it is stationary, and the internal gear Z5 is driven.

The second line oi the table shows the conditions or r/i 720, or 900. The ratio between the internal gear 'i6 and the arm 82 of the second differential, as determined in the preceding paragraph is 1/25 and 1/25 of 900 equals 36. Thus, the ratio between the intermediate shaft 51 and shaft 53 is 10 to 1.

To determine the ratio between the inner shaft 5l and the driven shaft 53, assume that the outer and intermediate shafts 5l are stationary. One revolution of the inner shaft 51 w11i result in 5/4 360 or 450 movement of the internal gear 80. The latter gear will be driving; the sun gear 19 will be stationary and the arm 82 will be driven. The conditions which apply are shown in the fourth line of the table and the amount of turning movement of the arm 82 and thus of the driven shaft 53 will be or A4/S of 450 degrees, or 360 degrees. Thus, the ratio between the inner shaft 5T and Shaft 53 is l to l.

The described arrangement of gearing is such that theseveral movements transmitted by the several shafts 5l' to the driven shaft 53 are added. That is, the outer shaft 5l andthe intermediate shaft 5l both operate to drive the internal gear it in the saine direction and the sun gear 79 and the inner shaft 5l both operate to drive the driven shaft 53 in the same direction.

in the specific case shown in the drawings (see Fig. d), the pinion 55 of the inner shaft 51 engages the second gear 55 of the set, and thus the inner shaft 5l would maire two revolutions per gallon of gasoline dispensed. The pinion 56 of the intermediate shaft til engages one of the gear segments 'l0 and thus is held stationary. The pinion 50 on the outer shaft 5l engages the fifth gear 55 of the set and thus makes five revolutions per gallon of liquid dispensed. The illustrated setting of the pinion 55 corresponds to a unit price of 20.5 cents per gallon. The summing up of the motion of shafts 5l by the differentials results in 2.05 revolutions per gallon of the driven shaft 53. This shaft actuates the number wheel 36 of lowest order,the cents wheel of the cost register, at a ratio of one to one. Thus, the cents number wheel will be turned 2.05 revolutions and the cents wheel will turn the tens number wheel two-tenths of a. revolution, thus registering two on the tens wheel while the cents wheel will be turned half way between zero and one,-the register thus showing 201/2 cents, which is the proper cost of one gallon.

The shiftable pinions 56 of the speed variating mechanism are moved along their splined shafts 5T in a straight line path parallel to the axis of the gears 55 by the means best shown in Figs.

4 and 5. Each price indicator wheel 42 has nxed thereto a pinion 98 which meshes with rack teeth 81 formed on a bar 88. The several wheels are rotatably mounted on a shaft 89, supported in bearings formed on base 39. Each bar 88 is siidably mounted in grooves, formed one in each of the two upstanding webs 58, and is held in piace in such grooves by gibs 90. Each bar has fixed thereto a member 9|, having two forks which straddle the splined shaft 51, one on each side of the pinion 56. By turning the price indicator wheels 42,`the pinions 56 will be shifted along their shafts 51. Each such wheel can readily be turned by'reaching in through the opening 43 in the dial plate 4| after the door 32 of the pump casing has been opened, as will be clear from Fig. 3. Each wheel 42 may, if desired, have a knurlecl bead 92 to facilitate manual rotation of it in the manner described. The fractions wheel 42, when operated, shifts the pinion 56 on the outer shaft 57i; the units wheel 42 shifts the pinion 58 on the intermediate shaft El; and the tens wheel 42 shifts the pinion 56 on the inner shaft 51. These three wheels 42 together, being mounted side by side on one and the same axis or shaft 89, give a readily readable indication of the unit price, as will be clear from Fig. l. As there shown, they display the figure 20.5be ing the unit price for which the speed variator is set, as above described.

It will be clear that price indicator wheels 42' of the rear set will have to be reversed from those of the first set in order to read properly when one faces them. That is, the tens wheel 42 (Fig. i) will be opposite the fractions wheel 42, and the fractions wheel d2 will be opposite the tens Wheel 42. The rack bars 8d, however, are straight and they are arranged in parallel relation. 'I'he rack bar 88, which is driven by the fractions wheel 42, is also in mesh with a pinion 33 (Figs. 4 and 5) which is adjacent the tens wheel 42, but it is not attached thereto. Rather, this pinion is xed to the shaft 94 which supn ports'all the wheels of the rear set and the fractions wheel 42 is xed to this shaft. The rack bar 88 which is driven by the tens wheel 42 is also in mesh with a pinion 95 (Fig. 4) which lies adjacent the fractions wheel 42 but it is not attached thereto. Instead, the pinion is fixed to a sleeve 96, rotatably mounted on the shaft 94, and the tens wheel 42 is fixed to this sleeve. The units wheel 42' is rotatably mountedon sleeve 96 and has fixed thereto a pinion 97|, which is in mesh with the teeth of. the same rack bar 88 that is driven by the pinion 86 on the units wheel 42 of the front set.' t

'it is desirable to disengage the gears 55 from I the pinions 56 prior to shifting of the pinions by the price indicator wheels 42 or 42' in the manner described. To this end, the gears 55 are mounted in the rocking frame heretofore de'- scribed. Such frame has an opening 98 therein (Figs. 6 and 8) in which the Iouter end of an arm 99 of a bell crank is engaged. This bell crank is fixed to a shaft |02, which is mounted at its ends one in each of the bracket bearings which support shaft 89. This bell crank has a depending arm which extends downwardly through an opening in base 38 into a position where it is conveniently accessible for manual, operation, as will be clear from Fig. 5. Each indicator wheel 42 of the front set has fixed thereto a disk |03 having a plurality of notches |06 in its periphery, one notch for each number on the wheel. Upstanding arms |04 are nxed on shaft |02. one adjacent each disk. Each arm |84 is provided at its upper end with a roll o' cylindrical part |05 to enter any one of the notches of disk |08 and prevent it from turning. A spring |09, having a turn-around shaft |02 near its mid-portion, engages at its upper end with one arm E04 and at its lower end with a lug ||0 on base 3B. The spring |09 holds the part |05 of its arm |04 engaged in a notch |06 of disk |03. Thus, each number Wheel may be positively held in any of the various positions of adjustment which the number wheel may assume. When the roll 805 is engaged in any of the notches |08, the number wheel is so positioned that some one of the numbers on its number wheel is centralized in one of the window openings 43. The use of the arms M34 to lock the number wheels compels the operator to unmesh the gear set, comprising the gears Eb", from the shiftable gears hh before any number wheel can be turned to shift any of the selective gears Ec.

When the door 32 of the plnnp casing is opened, the operator has access both to the number wheels 42 and to the bell crank arm i00. By reaching beneath the dial plate 4| with one hand, he can grasp arm |00 and pull it forwardly. This will unmesh gears 55 and 5G and move all the arms W4 so that their parte |05 are drawn out from the notches |05 in disks H93, thereby unlocking all the number wheels 42. Then, while continuing to hold arm |00 in the described position With one hand, the operator can then with the other hand turn the necessary wheel or wheels 42 to set the selective gears 56 into the desired positions. When this has been done, he releases his hold on arm iii@ and the gears 55 are moved back into mesh with pinions 50.

In operation, the motor-driven; self-measuring pump i5 forces through the dispensing line a predetermined amount of gasoline during each revolution-in this instance one-eighth of a gallon. The pump, through shafts 24, 2G, and 2l, the gearing 46 and gearing 44, drives the number wheels 43 and 43" of lowest order, at one revolution for each eight revolutions of the pump. Thus, the quantity dispensed is correctly shown by the number wheels 31 and 3l through the middle set of openings 43 and 43'? The way in which the lowest order number wheel operates the next highest order number wheel, and so on, is so well known that I do not describe it. These counters may be of the well known kind indicated.

The operator adjusts the variator to give the necessary speed ratio between shaft 21 and the number wheels 36 and 36' of lowest order of the cost register or counter. This may be done very simply and conveniently. The operator opens the door 34 of the pump casing, as indicated byY dotted lines in Fig. 3, pulls forward on arm |00 to disengage gears 55 from pinions 56, and then manually turns the several number wheels 42 until together they display through their window openings 43 the unit price of gasoline which prevails for that day. When this is done, the variator has been correctly set to give the right speed ratio between the gallons and cost portions of the register. And the setting of the variator may be made very quickly and conveniently. One simply turns the wheels 42 by hand, moving them as by the knurled rims 92, which are accessible through the 'openings 43 as will be clear from Figs. 3 and 4. 'I'he work may be done in a moment. The wheels 42, while locked in their several positions set of first gears, a pinion fixed to each 'rstnamed pinion and meshing one with each oi' the second gears, whereby all the gears and pinions are interconnected so that rotation of any one will rotate all the others, one of the rst-named pinions being ixed to said rst shaft, a plurality of pinions each selectively engageable with any of the rst gears, shafts one for each last-named pinion and with which the pinion is slidably but non-rotatably engaged, means for moving each last-named pinion along its shaft to engage it with a selected gear, means for moving said frame on said first shaft to mesh and unmesh said last-named pinions and rst-named gears, and connections between the several last-named pinion shafts and the other of said driving shafts for adding up the movements of said last-named pinion shafts.

5. .A speed changing gear transmission, adapted to determine the speed ratio between the two driving shafts of two counter mechanisms and having in combination the two driving shafts, a plurality of coaxially arranged gears driven at dierent speeds by one of said. shafts, a plurality or gears each selectively engageable with said first-named gears, -a shaft for each of said selective gears on which such gear is non-rotatably but slidably engaged, different ratio gear means interposed between said selective gear shafts and the other of said driving shafts, means whereby each of said selective gears may be propelled on its shaft into any selected operative position, said means including a plurality of manually rotatable indicator wheels one for each said selective gear, and connections between each wheel and its selective gear for slidably moving the latter as the wheel is turned, said wheels being mounted side lby side on one and the same axis so that together they provide a readily readable indication in correspondence with the ratio of rotation between said driving shafts.

6. A speed changing gear transmission, adapted to determine the speed ratio between the two driving shafts of two counter mechanisms and having in combination the two driving shafts, a plurality of coaxially arranged sets of gear teeth driven at different speeds by one of said driving shafts, a plurality of gears selectively engageable with said sets of gear teeth, a shaft for each of said selective gears on which such gear is non- '1. A speed changing gear transmission, adapted to determine the speed ratio between the two driving shafts of -two counter mechanisms and having in combination the two driving shafts, a plurality of gears driven by one of said driving shafts, a common shaft supporting said gears, a

gear supported outside and independently of said frame, each selective gear being axialy slidable on its selective shaft but non-rotatably engaged therewith, diiferent ratio gear means interposed .between each selective gear shaft and the other of said driving shafts, means whereby each selective gear may be shifted along its shaft into any engagement with any of the first-named gears or with said segment, and means for moving said frame to respectively unmesh and remesh the first-named gears or segment from or with the selective gears near the start and end of the shifting movement of any selective gear.

8. A speed changing gear transmission, :adapted to determine the speed ratio between the two driving shafts of two counter mechanisms and having in combination the two driving shafts, a plurality oi gears all of the same size mounted side by side on a common axis, means for driving all of said gears from one of said shafts but at different speeds, a plurality of pinions each selectively engageable with said gears, means for moving each pinion in a straight line path par allel to said axis to effect the selective engagement, said pinions and said gears being relatively movable in a substantially' radial path to move them out of mesh and subsequently into mesh at the start and at the end of the selective movement of each pinion, means compelling the unmeshing of all said pinions from the selected gears with which they are in mesh prior to selective movement of any pinion in said straight line path, and connections between each pinion and the other of said shafts.

9. A speed changing gear transmission, adapted to determine the speed ratio between the two driving shafts of two counter mechanisms and having in combination the two driving shafts, a plurality of gears all of the same size mounted side by side on a common axis, means for driving all of said gears from one of said shafts but at different speeds, a plurality of pinions each selectively engageable with said gears, means for moving each pinion in a straight line path parallel to said axis to effect the selective engagement, means for lbodily moving said gears in a substantially -radial path of constant extent to unmesh the pinions from the selected gears at the start of the selective movement of said pinions and 'to remesh the pinions with other selected gears at the end of such movement, means compelling unmeshing of said gears and pinions prior to movement of any pinion in said straight line path, and connections between each pinion and the other of said shafts.

l0. A speed changing gear transmission, adapted to determine the speed ratio between the two .driving shafts of two counter mechanisms and having in combination the two driving shafts, a plurality of gears all ofthe same size mounted side by side on a common axis, means for driving all of said gears from one of said shafts but at diierent speeds, a plurality of pinions each selectively engageable with said gears, means for moving each pinion in a straight line path parallel to said axis to effect the selective engagement, means for bodily moving said gears in a substantially radial path of constant extent to unmesh the pinions from the selected gears at the start of the selective movement of said pinions and to remesh the pinions with other selected gears at the end of such movement, locking means for said pinion-moving means releasable by movement of the gear-moving means into position to unmesh said gears and pinions, and

g rions each selectively engageable with said individual means for moving each pinion i :aight iine path parallel to said airis to effect the selective engagement, individual uallwrctatable number wheels crie for each last"A hauled means for actuating the same, a dist: movabie with each wheel having circular series of openings therein one for each number on its wheel, locking members one for each disk. and normally engaged in one oi the openings in its dish to hold the attached number wheel in any one of its various positions of adjustment, a member connected to bodily move said gears in a substantially radial path to mesh and unmesh them with said pinions, connections between said last-named member and said locking members whereby al1 the clocking members are withdrawn from said openings to release the number wheels when said gears and pinions are unmeshed and moved bach into said openings to lock said nurnber wheels against movement when said gears and pinions are remeshed, and connections between said pinions and the other of said shafts.

l2. A speed changing gear transmission, adapted to determine the speed ratio between the two driving shafts of two counter mechanisms and having in combination the two driving shafts, a plurality of coaxially arranged sets of gear teeth dr'ven by one of said driving shafts, three pinions each selectively engageable with said sets of gear teeth, a set of three shafts consisting of outer, rrnediate and inner shafts, there being one such shaft ior each pinion and on which said pinion is slidably but non-rotatably engaged, said set o shafts being mounted in closeiy=spaced parallel relation with the axes oi the outer and inner shafts' of the set lying in the same plane as the axis of the other driving shaft and at right angles thereto, a rst diiierential including a sun gear iixed on said outer shaft, planet gears meshing with the sun gear,

germer a carrier for said planet gears rotatably mounted on said outer shaft and having a. spur gear i'lxed thereto, a spur gear ori-said intermediate shait engaging the last-named gear, an internalv gear rotatably mounted on said outer shaft and mesh with the planet gears and having fixed thereto a bevel pinion, a second differential having a bevel gear meshing with said bevel pinion carrying e, sun gear Ymounted to turn freely the second-named driving shaft, planet; gears meshing with the second sun gear, a carrier for the second planet gears fixed to the secondnamed driving shaft, an internal gear meshing with the second planet gears and rotatably mounted the second-named driving shaft, said last-named internal gear having a bevel gear :dried thereto, and a bevel gear fixed on said inner shaft and meshing with the last-named bevel gear.

i3. A speed changing gear transmission, adapted to determine the speed ratio between the two driving shafts of two counter mechanisms and having in combination the two driving shafts, a plurality of coaxially arranged sets oi gear teeth driven by one of said driving shafts, a plurality of pinions each selectively engageable with said sets of gear teeth, a plurality of parallel shafts disposed at right angles to the other of said driving shafts, there being one such shaft for each pinion and on which such pinion is slidably but non-rotatively engaged, a first differential including a sun gear fixed on the first of said pinion shafts, planet gears meshing with the sun gear, a carrier for the planet gears rotatably mounted on the first pinion shaft and gear connected to the second pinion shaft, an internal gear rotatably mounted on the iirst pinion shaft and in mesh with said planet gears, a second differential having a sun gear mounted to rotate on said second-named driving shaft, gear connections between the second sun gear and the internal gear, planet gears meshing with the second sun gear, a carrier for the second planet gears fixed to said second-named driving shaft, an internal gear rotatably mounted on the second-named driving shaft and meshing with the second planet gears, and gear connections between the third pinion shaft and the second internal gear.

WARREN H. DE LANCEY. 

